Turbine engine with valved, rotating combustion chamber

ABSTRACT

The engine includes a rotatably supported, axially elongated cylindrical rotor formed with a plurality of equiangularly spaced axially elongated chambers all located at the same radial distance from the rotor axis. Each chamber has a closed inner end and an outer end connected to a respective discharge passage extending through an axial end surface of the rotor. Alternate chambers communicate with one axial end surface of the rotor and intermediate chambers communicate with the opposite axial end surfaces. A pair of stators engage the opposite end surfaces of the rotor, and each is provided with a circular series of radial stator vanes communicating, at the inner radial end, with the discharge passages extending through the respective adjacent end of the rotor. Each end surface of the rotor has a respective circular series of radial rotor vanes communicating at their inner radial ends with the outer radial ends of the associated series of stator vanes. Each chamber has, substantially at its midpoint, a radial fuel supply passage and, as the rotor rotates, the fuel supply passages are sequentially and successively aligned with a fuel supply pipe. Between its fuel supply passage and its discharge passage, each chamber has associated therewith a respective gate which is spring biased to an open position completely clearing the associated chamber and is operable, by a ring cam surrounding the rotor, to be moved to a position closing the associated chamber immediately after fuel has been supplied to the chamber. Adjacent its inner end, each chamber has associated therewith an ignition device, such as a spark plug, which, as the rotor turns, engages an electrical contact to ignite the fuel mixture then in the associated chamber shortly after the associated gate has closed. Following the ignition, the ring cam permits the associated gate to open to that the combustion gases are discharged through the discharge passages into the stator vanes, to propel the rotor by reaction, with the combustion gases being redirected into the rotor vanes to provide a further rotor propelling action and with the combustion gases then being discharged from the radially outer ends of the rotor vanes through discharge passages extending through the stators. The engine is particularly designed for use with a metallic fuel, such as pure metallic dust or a catalyzed metal fuel, with the metallic dust being preferably suspended in a gel which immediately liquifies in the combustion chamber to form a fuel in addition to the metal powder.

United States Patent Simons Feb. 12, 1974 1 TURBINE ENGINE WITH VALVED,

ROTATING COMBUSTION CHAMBER [75] Inventor: Leon Simons, New City, NY.

[73] Assignee: N & S Co., Southfield, Mich.

[22] Filed: Dec. 26, 1972 [21] Appl. No.: 318,285

Primary ExaminerCarlton R. Croyle Assistant Examiner-Warren Olsen Attorney, Agent, or FirmBlum, Moscovitz, Friedman & Kaplan [5 7 ABSTRACT The engine includes a rotatably supported, axially elongated cylindrical rotor formed with a plurality of equiangularly spaced axially elongated chambers all located at the same radial distance from the rotor axis. Each chamber has a closed inner end and an outer end connected to a respective discharge passage extending through an axial end surface of the rotor. Alternate chambers communicate with one axial end surface of the rotor and intermediate chambers communicate with the opposite axial end surfaces. A pair of stators engage the opposite end surfaces of the rotor, and each is provided with a circular series of radial stator vanes communicating, at the inner radial end, with the discharge passages extending through the respective adjacent end of the rotor. Each end surface of the rotor has a respective circular series of radial rotor vanes communicating at their inner radial ends with the outer radial ends of the associated series of stator vanes. Each chamber has, substantially at its midpoint, a radial fuel supply passage and, as the rotor rotates, the fuel supply passages are sequentially and successively aligned with a fuel supply pipe. Between its fuel supply passage and its discharge passage, each chamber has associated therewith a respective gate which is spring biased to an open position completely clearing the associated chamber and is operable, by a ring cam surrounding the rotor, to be moved to a position closing the associated chamber immediately after fuel has been supplied to the chamber. Adjacent its inner end, each chamber has associated therewith an ignition device, such as a spark plug, which, as the rotor turns, engages an electrical contact to ignite the fuel mixture then in the associated chamber shortly after the associated gate has closed. Following the ignition, the ring cam permits the associated gate to open to that the combustion gases are discharged through the discharge passages into the stator vanes, to propel the rotor by reaction, with the combustion gases being redirected into the rotor vanes to provide a further rotor propelling action and with the combustion gases then being discharged from the radially outer ends of the rotor vanes through discharge passages extending through the stators. The engine is par ticularly designed for use with a metallic fuel, such as pure metallic dust or a catalyzed metal fuel, with the metallic dust being preferably suspended in a gel which immediately liquifies in the combustion chamber to form a fuel in addition to the metal powder.

TURBINE ENGINE WITH VALVED, ROTATING COMBUSTION CHAMBER BACKGROUND OF THE INVENTION This invention is directed to a rotary internal combustion engine and, more particularly, to an improved rotary internal combustion engine operating in the nature of a reaction turbine and thus constituting a modified turbine in which the combustion or explosion chambers are incorporated directly in the rotor.

There are various known types of rotary internal combustion engines. In the usual construction, a rotor is rotatably mounted for rotation in a cylindrical stator, generally about an axis which is offset from, or eccentric to, the axis of the cylindrical stator. The arrangement is such that, as the rotor is rotated, a combustion space or chamber is initially expanded to draw in a combustible mixture, the combustion chamber is then contracted to compress the combustible mixture, the mixture is ignited to drive the rotor, with corresponding expansion of the combustion chamber, and the combustion chamber is then contracted to expel the exhaust gases from the motor. This may be accomplished, for example, by radially displaceable vanes mounted in slots in the rotor. However, constructions of this type have found greater utility as pumps in which the rotor is driven.

A recently well-known rotary internal combustion engine is known as the Wankel engine, which has been used to drive automotive vehicles. While performing satisfactorily in many respects, the Wankel engine has, however, some disadvantages, among which may be included the fact that the Wankel engine is rough in starting up and in slowing down. Thus, when the Wankel engine is slowing down, the engine tends to pop or backfire.

SUMMARY OF THE INVENTION As previously mentioned, the engine embodying the invention is a modified turbine in which axially elongated explosion or combustion chambers are incorporated directly in the rotor, and the rotor is rotatably mounted with its axially opposite end surfaces being engaged by respective stators. Means are provided for closing off each of the chambers during ignition and at the time of the explosion. At the appropriate time, the combustion gases, having built up their potential energy, are released, and impinge on fixed reaction stator blades in the stators and are then deflected back to rotor blades on the end surfaces of the rotor, so that the rotor is thus driven.

The explosion chambers are located in angularly spaced relation in the rotor at equal radial distances from the rotor axis. The chambers are so located and arranged that alternately a first chamber fires in one axial direction and then the angularly succeeding chamber fires in the opposite angular direction, so that vibration or imbalance are minimized.

The volume within the chambers is constant and, upon release, the combustion gases, having built up a high potential energy, release their kinetic energy directly with a minimum of loss due to intermediate chambers, piping, etc., which would occur if the explosions were to take place in chambers external to the rotor. The engine preferably utilizes a metallic fuel, and is designed to avail itself of the maximum power to be derived from the explosion of the metallic fuel. There is no compression stroke in the cycle, as the dust mixture is exploded while contained in a closed chamber, and is then later released to impinge upon fixed stator blades.

With the invention engine involving multiple separate chambers, in stopping or decelerating, alternate chambers can be placed out of action by programmed ignition or sparking.

As an example, if there are eight chambers in operation when the engine is fully running, four alternate sparks can be eliminated so as to reduce the number of active chambers to four. To further decelerate, additional alternate chambers are renderedinactive until the number of chambers in action is only one, after which the fuel supply and ignition energy can be cut-off from the single remaining chamber.

The explosion in each chamber of the engine occurs while the chamber is shutoff by a valve or gate, so that the exploded combustible mixture develops a high pressure since its volume is constant. Upon release of the combustible mixture, when the valve or gate is opened, pressure is exerted against fixed stator vanes positioned at the discharge end of the stator, and the combustible gas is deflected back to engage blades on the rotor, thus exerting a rotary force against the rotor.

With respect to each chamber having its discharge orifice at one end of the rotor, there is, adjacent to this chamber another chamber with its discharge orifice at the opposite end of the rotor. At each end of the rotor, there is a fixed stator having an inner wall provided with turbine blades, the two stators being substantially identical. After the first chamber has been fired, the second chamber fires and expels its combustible mixture, and this sequence is repeated. The sequence may be selected to provide enough time for fuel injection, closing of the valve or gate, explosion, opening of the valve or gate and expulsion of the combustible mixture. However, in any case, each chamber which expels in one axial direction is followed by a chamber which expels in the other axial direction.

Each chamber has a respective spark plug and these spark plugs are engageable with electrical contacts incorporated in rings embracing the rotor, one adjacent each end of the rotor, with the contacts being so located that an explosion occurs, subsequent to closing of the valve or gate of the chamber and thus in advance of the time of opening the valve or gate and expulsion of the confined high pressure gas. A respective ring is provided for each of the two sets of chambers, the two sets opening or discharging in respective opposite axial directions. In a similar manner, respective rings, with internal cam surfaces, embrace the rotor and operate the spring-loaded valves or gates.

An object of the invention is to provide an improved rotary internal combustion engine.

Another object of the invention is to provide such a rotary internal combustion engine which is smooth in operation, including acceleration of the engine and deceleration thereof.

A further object of the invention is to provide such a rotary internal combustion engine which operates in the manner of a modified turbine in which explosive chambers are incorporated in the rotor itself.

Yet another object of the invention is to provide such a rotary internal combustion engine including a series of equi-angular spaced axially elongated chambers formed in the rotor at equal radial distances from the axis of the rotor with alternate chambers discharging in one axial direction and intermediate chambers discharging in the other axial direction.

A further object of the invention is to provide a rotary internal combustion engine in which vibration and imbalance are minimized.

Still other objects and advantages of the invention will in part be obvious and will in part be apparent from the specification.

The invention accordingly comprises the features of construction, combination of elements, an arrangement of parts which will be exemplified in the construction hereinafter set forth, and the scope of the invention will be indicated in the claims.

BRIEF DESCRIPTION OF THE DRAWINGS For a fuller understanding of the invention, reference is had to the following description taken in connection with the accompanying drawings, in which:

FIG. 1 is an axial section view through a rotary internal combustion engine embodying the invention;

FIG. 2 is a diametric sectional view taken on the line 2-2 of FIG. 1;

FIG. 3 is a schematic part circular diagram graphically illustrating the cycle of operation of the engine;

FIG. 4a is a diametric sectional view taken on the line 4a-4a of FIG. 1;

FIG. 4b is a diametric sectional view taken on the line 4b-4b of FIG. 1;

FIG. 5a is a diametric sectional view taken on the line Sa-Sa of FIG. 1;

FIG. 5b is a diametric sectional view taken on the line 5b-5b of FIG. 1;

FIG. 6 is a view of the inner surface of the stator taken on the line 66 of FIG. 1, looking in the direction of the arrow;

FIG. 7 is a view of one end face of the rotor taken on the line 7-7 of FIG. 1 and looking in the direction of the arrows;

FIG. 8 is a sectional view taken on the line 88 of FIG. I; and

FIG. 9 is an exploded perspective view of the engine.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring to the drawings, a rotary internal combustion engine embodying the invention comprises, as a principal element, a substantially cylindrical rotor 10 rotatably mounted by means of stub axles l1 engaged in end bearings 12 suitably supported on an engine baseplate 24. Bearings 12 are formed with lubrication bores or passages 13A which communicate with axial bores 13B extending through stub axles 11 and into the main body of rotor 10, where bores 13B communicate with lubrication passages or bores 14 in the main body of the rotor.

Rotor 10 is formed with a plurality of axially elongated chambers 15A and 158, which are at equal angular spacings from each other, such as 45, and which are at the same radial distance from the axis of rotor 10. Each chamber has an inner closed end 16 and an outer or discharge end connected to a discharge passage extending through the adjacent end wall of rotor 10. It will be noted that the alternate chambers 15A, as best seen in FIGS. 1 and 2, have their discharge passages opening through the left axial end wall of rotor 10, and the intermediate chambers 158 have their discharge passages 17 opening through the right axial end of rotor 10.

Each axial end of rotor 10 is engaged by a respective stator 20A and 20B mounted on baseplate 24, the stub axles 11 of rotor 10 extending through the stators 20A and 20B through the medium of anti-friction bearings 21. Each stator 20A and 20B is formed with a circular series of circumferentially spaced radially extending stator vanes 22A and 22B, respectively. Outwardly of vanes 22A and 223, each stator is formed with a circular series of circumferentially spaced exhaust passages 23A and 23B extending therethrough. The purposes of the vanes 22 and the exhaust passages 23 will be explained more fully hereinafter.

Each explosion or combustion chamber 15A and 158 receives its fuel mixture through a respective radially extending fuel mixture supply passage or bore 18, the number of bores 18 being equal to the number of chambers, and the bores 18 extending from each chamber 15 at substantially the midpoint of its length. As rotor 10 turns in the direction indicated by the arrow in FIG. 2, the supply bores 18 register, sequentially and successively, with a combustible mixture supply pipe 25 mounted in a support ring 26 on base 24 and embracing rotor 10. Seal rings 27 provide a sealed engagement between ring 26 and rotor 10.

Between its supply passage 18 and its discharge passage 17, and substantially nearer to discharge passage 17, each chamber 15A and 15B is provided with a respective sealing or closing gate 30A and 30B, respectively. Each gate 30A and 30B is radially slidable in a respective slot 31A and 31B in rotor 10, has a width somewhat greater than the diameter of the associated chamber 15A and 15B, and has a semicircular inner end 32 having a sealing seat in a semicircular groove 33 in the associated chamber when the gate is in the closed position. The outer end of each plate-form gate 30A and 308 has oppositely directed projections or ears 34 which engage the outer ends of a respective spring 36 seated in an enlarged spring recess 37A and 37B, respectively. For a purpose to be described, a roller 35A, 35B is rotatably mounted on the outer end of each gate 30A, 308, respectively.

Each set of gates 30A and 30B is normally springbiased to an open position, and is moved into a closed position by an associated cam ring 40A and 40B mounted on base 24. Throughout the major portion of its angular extent, each cam ring 40A and 40B has an uninterrupted circular inner surface 41A, 41B, respectively, spaced a uniform distance radially from the circular periphery of rotor 10. However, beginning at a point somewhat in advance of the supply pipe 25, each cam ring has an inwardly projecting cam 42A, 42B, respectively, including a central circular cam surface 43A, 43B engaging the outer periphery of rotor 10 and sloping terminal surfaces 44A, 448. Thus, as rotor 10 rotates in the direction indicated by the arrows in FIGS. 4b and 5b, and as a gate 30 approaches the axial plane including the supply pipe 25, its roller 35 engages a sloping cam surface 44 and is moved inwardly to displace the associated gate radially inwardly, with the gate being fully closed when its roller 35 engages the circular cam surface 43 just after passing the axial plane including the supply pipe 25. A little later, each roller 35 engages the associated sloping cam surface 44 so that the gate is opened under the influence of the associated spring 36 to clear the associated chamberlS.

Adjacent its closed inner end 16, each chamber 15A and 15B is provided with an ignition device in the form of a spark plug 45A and 45B, respectively, threaded into an associated bore 38A and 38B. As each spark plug 45A and 45B reaches a point somewhat beyond the axial plane including the supply pipe 25, with rotor moving in the direction of the arrows in FIGS. 4a and 5a, the outer conductive end of the spark plug engages a respective electrical contact 46A and 468 on the inner surface of an associated contact ring 47A and 47B embracing rotor 10 and mounted on base 24. Each contact 46A and 46B has a respective terminal 48A and 48B connected by an associated electrical conductor 49A or 49B to an ignition programming means. Thus, each spark plug is fired shortly after a combustible mixture is introduced into its associated chamber and after the associated gate has been closed.

Each opposite axial end of rotor 10 is formed with a circular series of radially extending rotor vanes 50A and 508 whose radially inner ends communicate with the radially outer ends of the associated stator vanes 22A or 228, respectively. The radially outer ends of vanes 50A and 50B are adjacent the discharge or exhaust ports 23A and 238, respectively.

OPERATION OF THE MOTOR The operation of the motor will be described with particular reference to FIG. 3 which shows the cycle of operation. The rotor rotates counterclockwise, as viewed in FIGS. 2, 3 and 4a-5b. As each passage 18 moves into alignment with supply pipe 25, a combustible mixture is injected into the associated explosion or combustion chamber 15. The combustible mixture may be, for example, air mixed with metallic dust. Immediately thereafter, the associated gate 30 is closed to seal off the chamber 15 containing the combustible mixture, following which, the associated spark plug engages a contact 46 and is electrically energized to fire the combustible mixture. The combustible mixture, maintained in a constant volume chamber 15 at this time, has a correspondingly high increase in pressure or potential energy. At a point somewhat greater than 45 from the point of fuel injection, the associated gate 30 of the chamber is opened by its spring 36 as the roller 35 leaves the cam 42, and the potential energy of the combustible mixture is converted into kinetic energy with a high velocity discharge of the products of combustion through the associated discharge passage 17 to impinge againstthe vanes of a stator 20. Vanes 22 redirect the high velocity mixture to the vanes 50 of the rotor, causing the rotor to rotate at a relatively high speed due to the reaction of the high velocity gases on the stationary vanes 22. The combustible mixture is then discharged through the exhaust ports or passages 23.

As mentioned at the beginning of the description, the chambers 15A and 15B are fired" in alternation, so that the axial forces on the rotor are balanced. Also, the chambers 15 are fired in their angular sequence, that is firing of one chamber 15A directed toward the left end of the rotor is followed by firing of a chamber 158 directed toward the right end of the rotor which in turn is followed by the firing of a chamber 15A directed toward the left end of the rotor. The ignition programming means may be so set that only alternate chambers 15A followed by alternate chambers 15B are fired during acceleration of the motor to its rated operating speed, and during deceleration of the rotor, the ignition to alternate chambers 15A and alternate chambers 15B can be cut thereby reducing the number of active chambers by one-half. This can be followed by a further 50 percent cut in the number of active chambers so that the active chambers are finally reduced to one, after which the fuel supply and the ignition current can be terminated bringing the rotor 10 to a smooth halt.

It will be noted that all of the rings embracing the motor are stationary and in a fixed position, so that the rotatably mounted rotor itself constitutes the distributor controlling the supply of combustible mixture, the closing of the gates the firing of the spark plugs and the opening of the gates. In a manner customary with automotive internal combustion engines, the engine embodying the invention may be started by a self-starting system such as a starter motor or the like.

It is of course understood that vanes 50A and 50B of rotor 10 are suitably programmed to register with stator vanes 22A and 228 to facilitate fuel discharge through exhaust ports 23A and 23B in stators 20A and 20B while rotor 10 spontaneously rotates. Such registration may be accomplished according to means con- 'ventionally known in the engineering arts.

It will thus be seen that the objects setforth above, among those made apparent from the preceding description are efficiently attained and, since certain changes may be made in the above construction without departing from the spirit and scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

It is also to be understood that the following claims are intended to cover all the generic and specific features of the invention herein described, and all statements of the scope of the invention which, as a matter of language, might be said to fall therebetween.

What is claimed is:

1. A rotary internal combustion engine comprising, in combination, an axially elongated cylindrical rotor; means rotatably supporting said rotor; said rotor being formed with a plurality of equiangular spaced axial chambers located at the same radial distance from the rotor axis, with each chamber having a closed inner end and an outer end connected to a respective discharge passage extending through an axial end surface of said rotor, and alternate chambers communicating with one axial end surface with intermediate chambers communicating with the opposite axial end surface of said rotor; a pair of stators each engaging a respective end surface of said rotor and each having a respective circular series of radial stator vanes communicating, at one radial end, with those discharge passages extending through the respective axial end surface; each axial end surface of said rotor having a respective circular series of radial rotor vanes communicating at one radial end with the other radial ends of the associated series of stator vanes; first means operable, during rotation of said rotor, to supply a combustible mixture to each chamber in sequence as the chambers pass a preselected fixed angular position; second means operable, immediately following supply of the combustible mixture to each chamber, to close the outer end of the respective chamber; third means operable, following closure of each chamber, to ignite the combustible mixture therein; and fourth means operable, following ignition of the combustible mixture in each chamber, to open the outer end of the respective chamber for discharge of the combustion gases at high velocity against the one radial ends of the associated stator vanes for redirection of the combustion gases into the one radial ends of the associated rotor vanes to propel said rotor, with the combustion gases being exhausted from the other radial ends of the associated rotor vanes.

2. A rotary internal combustion engine, as claimed in claim 1, in which said first means comprises a combustible mixture supply line at said preselected fixed angular position; each chamber having a supply passage communicating therewith at its radially inner end and extending radially outwardly through the circumferential periphery of said rotor in a diametric plane aligned with said supply line.

3. A rotary internal combustion engine, as claimed in claim 2, in which said first means further includes a first stationary ring embracing said rotor and centered in the diametric plane in which said supply line is located; said supply line including a port formed radially through said first ring and a supply pipe communicating with said port.

4. A rotary internal combustion engine, as claimed in claim 2, in which said second means comprises a respective radially movable gate associated with each combustion chamber and positioned between the associated combustible mixture supply passage and the associated discharge passage; each gate being mounted for radial displacement in a slot in said rotor and being movable between a first position completely retracted from the associated combustion chamber and a second position sealing said combustion chamber.

5. A rotary internal combustion engine, as claimed in claim 4, in which said second means comprises spring means engaged with each gate and biasing the same to said first and open position; and cam means engageable with each gate and operable, when the gate reaches a second predetermined angular position spaced angularly, in the direction of rotation of said rotor, from said first-mentioned predetermined angular position, to move each gate to the second and chamber-closing position.

6. A rotary internal combustion engine, as claimed in claim 5, in which said cam means comprises two stationary cam rings surrounding said rotor, one located axially in alignment with the gates of said alternate chambers and the other located axially in alignment with the gates of said intermediate chambers; each cam 8 ring having, throughout the major portion of its angular extent, a circular inner periphery spaced radially from the circumferential periphery of said rotor; a respective roller rotatably mounted on the outer end of each gate; each cam ring having, substantially centered on said second preselected angular position, a radially inwardly projecting cam engageable with said rollers to close the associated gates against the bias of the associated springs.

7. A rotary internal combustion engine, as claimed in claim 6, in which each cam includes an angularly central circular cam surface engaging the circumferential periphery of said rotor and joined to the circular inner periphery of the associated cam ring, at each end, by leading and trailing sloping cam surfaces, respectively.

8. A rotary internal combustion engine, as claimed in claim 7, in which each leading sloping surface effects closure of its associated gate at said second preselected angular position; each trailing sloping surface constituting, in conjunction with the associated gate opening spring, said fourth means to effect opening of each gate at a further preselected angular position spaced angularly beyond, in the direction of rotation of said rotor, from a third preselected angular position at which said third means ignites the combustible mixture in each chamber.

9. A rotary internal combustion engine, as claimed in claim 4, in which said third means comprises respective spark plugs each mounted in a respective radial bore in said rotor adjacent the closed inner end of a respective combustion chamber; each spark plug having a terminal contact substantially at the circumferential periphery of said rotor; and means operable, when the terminal contact of each spark plug passes a third preselected angular position spaced angularly, in the direction of rotation from said second preselected angular position, to apply an electric potential to the terminal of each spark plug.

10. A rotary internal combustion engine, as claimed in claim 9, in which said last-named means comprises two further stationary rings each embracing said rotor, one further stationary ring being diametrically aligned with the spark plugs associated with said alternate chambers and the other further stationary ring being diametrically aligned with the spark plugs associated with said intermediate combustion chambers; each further stationary ring having an electrical contact on its inner surface at said third predetermined angular position; and respective conductors connecting said lastmentioned contacts to an ignition programming means. 

1. A rotary internal combustion engine comprising, in combination, an axially elongated cylindrical rotor; means rotatably supporting said rotor; said rotor being formed with a plurality of equiangular spaced axial chambers located at the same radial distance from the rotor axis, with each chamber having a closed inner end and an outer end connected to a respective discharge passage extending through an axial end surface of said rotor, and alternate chambers communicating with one axial end surface with intermediate chambers communicating with the opposite axial end surface of said rotor; a pair of stators each engaging a respective end surface of said rotor and each having a respective circular series of radial stator vanes communicating, at one radial end, with those discharge passages extending through the respective axial end surface; each axial end surface of said rotor having a respective circular series of radial rotor vanes communicating at one radial end with the other radial ends of the associated series of stator vanes; first means operable, during rotation of said rotor, to supply a combustible mixture to each chamber in sequence as the chambers pass a preselected fixed angular position; second means operable, immediately following supply of the combustible mixture to each chamber, to close the outer end of the respective chamber; third means operable, following closure of each chamber, to ignite the combustible mixture therein; and fourth means operable, following ignition of the combustible mixture in each chamber, to open the outer end of the respective chamber for discharge of the combustion gases at high velocity against the one radial ends of the associated stator vanes for redirection of the combustion gases into the one radial ends of the associated rotor vanes to propel said rotor, with the combustion gases being exhausted from the other radial ends of the associated rotor vanes.
 2. A rotary internal combustion engine, as claimed in claim 1, in which said first means comprises a combustible mixture supply line at said preselected fixed angular position; each chamber having a supply passage communicating therewith at its radially inner end and extending radially outwardly through the circumferential periphery of said rotor in a diametric plane aligned with said supply line.
 3. A rotary internal combustion engine, as claimed in claim 2, in which said first means further includes a first stationary ring embracing said rotor and centered in the diametric plane in which said supply line is located; said supply line including a port formed radially through said first ring and a supply pipe communicating with said port.
 4. A rotary internal combustion engine, as claimed in claim 2, in which said second means comprises a respective radially movable gate associated with each combustion chamber and positioned between the associated combustible mixture supply passage and the associated discharge passage; each gate being mounted for radial displacement in a slot in said rotor and being movable between a first position completely retracted from the associated combustion chamber and a second position sealing said combustion chamber.
 5. A rotary internal combustion engine, as claimed in claim 4, in which said second means comprises spring means engaged with each gate and biasing the same to said first and open position; and cam means engageable with each gate and operable, when the gate reaches a second predetermined angular position spaced angularly, in the direction of rotation of said rotor, from said first-mentioned predetermined angular position, to move each gate to the second and chamber-closing position.
 6. A rotary internal combustion engine, as claimed in claim 5, in which said cam means comprises two stationary cam rings surrounding said rotor, one located axially in alignment with the gates of said alternate chambers and the other located axially in alignment with the gates of said intermediate chambers; each cam ring having, throughout the major portion of its angular extent, a circular inner periphery spaced radially from the circumferential periphery of said rotor; a respective roller rotatably mounted on the outer end of each gate; each cam ring having, substantially centered on said second preselected angular position, a radially inwardly projecting cam engageable with said rollers to close the associated gates against the bias of the associated springs.
 7. A rotary internal combustion engine, as claimed in claim 6, in which each cam includes an angularly central circular cam surface engaging the circumferential periphery of said rotor and joined to the circular inner periphery of the associated cam ring, at each end, by leading and trailing sloping cam surfaces, respectively.
 8. A rotary internal combustion engine, as claimed in claim 7, in which each leading sloping surface effects closure of its associated gate at said second preselected angular position; each trailing sloping surface constituting, in conjunction with the associated gate opening spring, said fourth means to effect opening of each gate at a further preselected angular position spaced angularly beyond, in the direction of rotation of said rotor, from a third preselected angular position at which said third means ignites the combustible mixture in each chamber.
 9. A rotary internal combustion engine, as claimed in claim 4, in which said third means comprises respective spark plugs each mounted in a respective radial bore in said rotor adjacent the closed inner end of a respective combustion chamber; each spark plug having a terminal contact substantially at the circumferential periphery of said rotor; and means operable, when the terminal contact of each spark plug passes a third preselected angular position spaced angularly, in the direction of rotation from said second preselected angular position, to apply an electric potential to the terminal of each spark plug.
 10. A rotary internal combustion engine, as claimed in claim 9, in which said last-named means comprises two further stationary rings each embracing said rotor, one further stationary ring being diametrically aligned with the spark plugs associated with said alternate chambers and the other further stationary ring being diametrically aligned with the spark plugs associated with said intermediate combustion chambers; each further stationary ring having an electrical contact on its inner surface at said third predetermined angular position; and respective conductors connecting said last-mentioned contacts to an ignition programming means. 